8414 Federal Register / Vol. 72, No. 37 / Monday, February 26, 2007 / Notices 

1More detailed information on motorcycle 

crashes can be found in Traffic Safety Facts—

Motorcycles, published by NHTSA and available on 

its Web site at: http://www-nrd.nhtsa.dot.gov/pdf/ 

nrd-30/NCSA/TSF2005/MotorcyclesTSF05.pdf. 

2The OECD methodology may be obtained by 

sending a request to jtrc.contact@oecd.org. 

Frequency: Continuous. 

Estimated Total Annual Burden 

Hours: The estimated total annual 

burden for all respondents is 83,200 

hours. This involves responses from 52 

State Departments of Transportation or 

equivalent with an estimated average 

time of 1,600 hours per respondent over 

the course of a year. This estimate only 

includes the burden on the respondents 

to provide information that is not 

usually and customarily collected. 

Authority: The Paperwork Reduction Act 

of 1995; 44 U.S.C. Chapter 35, as amended; 

and 49 CFR 1.48. 

Issued on: February 20, 2007. 

James R. Kabel, 

Chief, Management Programs and Analysis 

Division. 

[FR Doc. E7–3196 Filed 2–23–07; 8:45 am] 

BILLING CODE 4910–22–P 

DEPARTMENT OF TRANSPORTATION 

Federal Highway Administration 

[Docket No. FHWA–2007–26843] 

Agency Information Collection 

Activities: Request for Comments for 

New Information Collection 

AGENCY: Federal Highway 

Administration (FHWA), DOT. 

ACTION: Notice and request for 

comments. 

SUMMARY: The FHWA has forwarded the 

information collection request described 

in this notice to the Office of 

Management and Budget (OMB) for 

approval of a new information 

collection. We published a Federal 

Register Notice with a 60-day public 

comment period on this information 

collection on November 24, 2006. We 

are required to publish this notice in the 

Federal Register by the Paperwork 

Reduction Act of 1995. 

DATES: Please submit comments by 

March 28, 2007. 

ADDRESSES: You may send comments 

within 30 days to the Office of 

Information and Regulatory Affairs, 

Office of Management and Budget, 725 

17th Street, NW., Washington, DC 

20503, Attention DOT Desk Officer. You 

are asked to comment on any aspect of 

this information collection, including: 

(1) Whether the proposed collection is 

necessary for the FHWA’s performance; 

(2) the accuracy of the estimated 

burden; (3) ways for the FHWA to 

enhance the quality, usefulness, and 

clarity of the collected information; and 

(4) ways that the burden could be 

minimized, including the use of 

electronic technology, without reducing 

the quality of the collected information. 

All comments should include the 

Docket number FHWA–2007–26843. 

FOR FURTHER INFORMATION CONTACT: For 

questions concerning the FHWA 

Motorcycle Crash Causation Study, 

please contact Carol Tan, Ph.D, Office of 

Safety Research and Development 

(HRDS), at (202) 493–3315, TurnerFairbank Highway Research Center, 

Federal Highway Administration, 6300 

Georgetown Pike, McLean, VA 22101, 

between 9 a.m. and 5:30 p.m., Monday 

through Friday, except Federal holidays. 

For questions concerning the Pilot 

Motorcycle Crash Causes and Outcomes 

Study, please contact Paul J. Tremont, 

Ph.D, Office of Behavioral Safety 

Research, NTI–131, at (202) 366–5588, 

National Highway Traffic Safety 

Administration (NHTSA), 400 Seventh 

Street, SW., Washington, DC 20590, 

between 7:30 a.m. and 4 p.m. Monday 

through Friday, except Federal holidays. 

SUPPLEMENTARY INFORMATION: 

Title: Motorcycle Crash Causation 

Study and Pilot Motorcycle Crash 

Causes and Outcomes Study. 

Background: In 2005, 4,553 

motorcyclists were killed and 87,000 

were injured in traffic crashes in the 

United States, increases of 13 percent, 

and 14 percent respectively from 2004. 

Per vehicle mile traveled in 2004, 

motorcyclists were about 34 times more 

likely to die, and 8 times more likely to 

be injured in a motor vehicle crash than 

were passenger car occupants. Per 100 

million miles traveled, in 2004, 

motorcyclist fatalities were 77 percent 

higher than they were in 1994. This 

compares with a decrease of 22 percent 

in fatality rates for occupants in 

passenger vehicles over the same 

period. These data show that the 

motorcycle crash problem is becoming 

more severe.1

Congress has recognized this problem 

and directed the DOT to conduct 

research that will provide a better 

understanding of the causes of 

motorcycle crashes. Specifically, in 

Section 5511 of the Safe, Accountable, 

Flexible, Efficient Transportation Equity 

Act: A Legacy for Users (SAFETEA–LU) 

Pub. L. 109–59, Congress directed the 

Secretary of Transportation to provide 

grants to the Oklahoma Transportation 

Center (OTC) for the purpose of 

conducting a comprehensive, in-depth 

motorcycle crash causation study that 

employs the common international 

methodology for in-depth motorcycle 

crash investigation developed by the 

Organization for Economic Cooperation 

and Development (OECD).2 SAFETEA–

LU authorized $1,408,000 for each of 

fiscal years 2006 and 2007, but provided 

for an equal match by the Grantee 

(Sections 5511 and 5101). The Secretary 

delegated authority to FHWA for the 

Motorcycle Crash Causation Grants 

under Section 5511 (71 FR 30831). 

Coordination of FHWA Main Study and 

NHTSA Pilot Study 

Prior to the SAFETEA–LU directive 

by Congress to administer a full-scale 

study of motorcycle crash causes, 

NHTSA awarded a contract to conduct 

a pilot study of Motorcycle Crash 

Causes and Outcomes. The intent of this 

pilot study is to examine appropriate 

applications of the OECD methodology 

to motorcycle crashes in the United 

States. This pilot test is needed before 

any full-scale study could be conducted 

because the OECD methodology has not 

previously been implemented in the 

United States, and also because this 

methodology incorporates some options 

for collecting crash and control sample 

data that are affected by logistical and 

budget constraints. 

The authorization of funds by 

Congress for a full-scale motorcycle 

crash study provided an opportunity for 

the NHTSA pilot study to become 

closely coordinated with the FHWA 

full-scale study. As a result, the pilot 

study will test the procedures FHWA 

will consider using as it implements the 

OECD methodology. Additionally, it 

may be possible for the pilot study to 

transition directly into the main study, 

thereby allowing the main study to 

avoid many startup costs (e.g., site 

selection, training, coding manual 

development, data form development, 

etc.) that it otherwise would have 

incurred. This will allow the main study 

to capture a larger sample of crashes 

with the available funding. Recognizing 

these advantages, the DOT intends to 

submit a single request to OMB for 

approval of both of these studies. This 

notice is the first step in that combined 

approval request. 

Project Working Group Guidance 

A project working group consisting of 

representatives from the motorcycle 

industry and from the motorcycle 

community was formed to provide input 

into the study design. A working group 

meeting was held in Denver on June 15–

16, 2006. At this meeting, consensus 

was reached that all the relevant OECD 

variables would be captured in both the 


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Federal Register / Vol. 72, No. 37 / Monday, February 26, 2007 / Notices 8415 

3This being a study of crashes involving 

motorcycles, data will be acquired from both crashinvolved motorcycles and also motor vehicles 

involved in those crashes as countermeasures may 

be developed separately for each that could lead to 

a reduction in crashes involving motorcycles. 

Similarly, when control data are acquired, data 

from similarly-at-risk motorcycle rider controls and 

similarly-at-risk automobile driver controls will 

also be acquired. This way a balanced picture of the 

causes of crashes involving motorcycles and other 

vehicles will emerge. 

4Certainly other outcomes besides the one 

presented are possible, and other comparisons are 

of interest. For example it would be useful to 

compare crash-involved motorcyclists to non-crash 

involved motorcyclists and crash-involved 

passenger vehicle motorists to non-crash involved 

passenger-vehicle motorists. These comparisons 

would allow for estimates of changes in relative 

risks for riders and drivers independently. 

5There is a lengthy precedent for studying 

crashes using case-control methods including the 

Grand Rapids study, (Borkenstein, R.F., Crowther, 

F.R., Shumate, R.P., Ziel, W.B. & Zylman, R. (1974). 

The Role of the Drinking Driver in Traffic Accidents 

(The Grand Rapids Study). Blutalkohol, 11, 

Supplement 1), and of course the Hurt study, (Hurt, 

H.H., Jr., Ouellet, J.V., and Thom, D.R. (1981). 

Motorcycle Accident Cause Factors and 

Identification of Countermeasures Volume I: 

Technical Report). 

NHTSA pilot and FHWA full-scale 

studies, that some of these variables 

would need to be modified to conform 

to U.S. requirements, and that other 

variables would need to be added to 

provide necessary data related to the 

U.S. roadway environment. 

Proposed Data Acquisition 

Methodology 

Use of Parallel and Complementary 

Procedures 

The OECD describes two 

complementary procedures to be 

performed for acquiring the data needed 

to understand the causes of motorcycle 

crashes. The first of these is the 

traditional in-depth crash investigation 

that focuses on the sequence of events 

leading up to the crash, and on the 

motorcycle, rider, and environmental 

characteristics that may have been 

relevant to the crash. The second 

procedure, known as the case-control 

procedure, complements the first. It 

requires the acquisition of matched 

control data to allow for a determination 

of the extent to which rider and driver 

characteristics, and pre-crash factors 

observed in the crash vehicles, are 

present in similarly-at-risk control 

vehicles. 

Such a dual approach offers specific 

advantages to the understanding of 

crashes and the development of 

countermeasures. The in-depth study of 

the crash by itself allows for analysis of 

the events antecedent to the crash, some 

of which, if removed or altered, could 

result in a change in subsequent events 

that would have led to a non-crash, or 

reduced crash severity outcome. For 

example, an in-depth crash 

investigation may reveal that an 

automobile approaching an intersection 

was in a lane designated for straight 

through traffic only, but the motorist 

proceeded to make a left turn from that 

lane into the path of an oncoming 

motorcycle. That finding can, by itself, 

be used to develop countermeasures, 

and does not require matched control 

data. However, acquiring matched 

control data from similarly-at-risk riders 

and drivers provides additional critical 

information about crash causes that 

cannot be obtained if only crashes are 

examined. The main purpose of 

acquiring matched data is to allow for 

inferences to be made regarding risk 

factors for crash causes. A brief 

explanation is provided here so that 

those less familiar with case-control 

procedures will understand the 

advantage of acquiring controls.3

Consider a hypothetical situation where 

it is observed that the proportion of 

motorcycle riders involved in crashes 

that have a positive Blood Alcohol 

Content (BAC) is the same as the 

proportion of matched (similarly-at-risk) 

control motorcycle riders not involved 

in crashes. And assume that the 

proportion of passenger-vehicle 

motorists who crash with motorcycles at 

a positive BAC is greater than matched 

control passenger-vehicle motorists. 

These data considered together would 

suggest that for crashes involving 

passenger vehicles and motorcycles, 

alcohol is a bigger risk factor for 

passenger vehicle drivers than it is for 

motorcycle riders. That is, the relative 

risk of crash involvement attributable to 

alcohol in motorcycle-automobile 

crashes is greater for passenger-vehicle 

motorists than for motorcyclists. Other 

risk factors for crashes (i.e., age, gender, 

riding and driving experience, fatigue 

level) for both motorcyclists and 

motorists can also be examined in this 

manner. If scaled interval measurements 

of risk factor levels are obtained (for 

example, if the level of alcohol is 

measured, not just its presence or 

absence), then it becomes possible to 

calculate functions showing how risk 

changes with changes in the variable of 

interest. Such risk functions are highly 

useful in the development of 

countermeasures.4

Issues Related to Sampling 

Characteristics of the Crash Sample 

To properly acquire in-depth crash 

data, it is necessary to find a location in 

the country that experiences the full 

range of motorcycle crash types that 

occur under a wide range of conditions 

and with a wide range of motorcycle 

rider characteristics. The location must 

also have a sufficiently high frequency 

of motorcycle crashes to allow 

acquisition of the crash data in a 

reasonable amount of time. It is 

anticipated that it will be possible to 

find a single location meeting these 

requirements. 

It is not necessary that the crash types 

observed (or other composite indices or 

parameters of interest) be drawn from a 

nationally representative sample, 

because it is not the intent of FHWA to 

make projections of the national 

incidence of the causes of crashes 

involving motorcycles from this study. 

Rather, the focus will be on identifying 

the antecedents and risk factors 

associated with motorcycle crashes. If it 

is deemed necessary, FHWA and 

NHTSA may utilize their alternative 

databases that incorporate certain of the 

key variables that will be acquired in 

this study, and those databases could be 

used in conjunction with this study’s 

data to make national estimates of 

population parameters of interest.5

In addition, the crash investigations 

will be conducted on-scene, while the 

involved operators and vehicles are still 

in place. To accomplish this safely, it is 

understood that the controlling police 

agency would need to first secure the 

crash scene, and gather any evidence 

and data for their own investigation. 

One way for this project to capture its 

on-scene data, would be for researchers 

to accompany early police responders to 

the scene, and under police guidance, 

acquire those OECD data elements not 

captured by the police. If this procedure 

imposes additional costs on the police 

agency having jurisdiction over the 

crash, then the project would consider 

compensation to the police agency for 

those costs in accordance with a 

prearranged agreement. This on-scene 

collection approach provides access to 

physical data that is less disturbed by 

rescue and clean up activities. It also 

facilitates the collection of interview 

data while memories are unaffected. 

This quick-response approach is most 

effective when a census of applicable 

crashes is selected for inclusion. 

Characteristics of the Control Sample 

While the occurrence of a crash 

involving a motorcycle in the study site 

is sufficient for it to be selected into the 

study, selecting the similarly-at-risk 

controls is not as straightforward. The 

OECD recommends several options for 

acquiring matched controls; including 

interviewing motorcyclists who may be 

filling up at nearby gas stations, taking 

videos of motorcyclists who pass the 


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8416 Federal Register / Vol. 72, No. 37 / Monday, February 26, 2007 / Notices 

crash scenes, and interviewing 

motorcyclists at the location of the crash 

location at the same time of day, same 

day of week, and same direction of 

travel. The first of these methods suffers 

from the shortcoming that a rider or 

motorist filling his fuel tank is not 

presented with the same risks, in the 

same setting, as is the crash-involved 

rider and motorist. To illustrate, 

consider a motorcycle rider who is hit 

from the rear by a passenger vehicle 

motorist on a Friday at 1 a.m.. There is 

a reasonable chance that alcohol is 

involved in this crash, but to estimate 

the relative risk it will not help to 

measure the BAC of passenger vehicle 

motorists (and motorcyclists) at a nearby 

gas station. Passenger-vehicle motorists 

and motorcyclists will need to be 

sampled at the location of the crash on 

the same day of the week, at the same 

hour, and from the same travel 

direction. Even if the suspected risk 

factor is not alcohol, but some other 

variable (e.g., distraction associated 

with cell phone use), it is still highly 

advantageous to acquire the comparison 

data at the crash locations (matched on 

time and direction), rather than 

somewhere else. 

Using the second method mentioned 

above, acquiring the risk sample by 

taking video at the crash scenes 

provides a similarly-at-risk pool, and it 

also allows for many controls to be 

acquired at low cost. Its chief 

disadvantage is that it does not allow 

capture of some of the key risk factors 

for crashes (e.g., BAC), while others 

(e.g., fatigue) may be very difficult to 

capture. However, some risk factors 

could be acquired later by contacting 

the riders and drivers if license tag 

numbers are recorded, and so this 

method could be used to supplement 

the safety zone interview (described 

below). 

The final method, the voluntary safety 

research interview, involves setting up a 

safety zone at the crash location, one 

week later at the same time of day, and 

asking those drivers and motorcyclists 

who pass through to volunteer in a 

study. With this method, Certificates of 

Confidentiality are presented to each 

interviewed driver and rider and 

immunity is provided from arrest. The 

main advantage of this method is that 

the key variables that are thought to 

affect relative crash risk can be acquired 

from drivers and riders who are truly 

similarly-at-risk. A final decision on the 

means of acquiring control data has not 

been made. 

Information Proposed for Collection 

The OECD protocol includes the 

following number of variables for each 

aspect of the investigation: 

Administrative log ............................. 28 

Accident typology/configuration .. 9 

Environmental factors .................... 35 

Motorcycle mechanical factors ..... 146 

Motorcycle dynamics ..................... 32 

Other vehicle mechanical factors 9 

Other vehicle dynamics ................. 18 

Human factors .................................... 51 

Personal protective equipment ..... 34 

Contributing environmental factors 8 

Contributing vehicle factors .............. 13 

Contributing motorcycle factors ....... 57 

Contributing human factors .............. 50 

Contributing overall factors .............. 2 

Note that multiple copies of various 

data forms will be completed as the data 

on each crash-involved vehicle and 

person and each control vehicle and 

person are acquired. This increases the 

number of variables above the sum of 

what is presented above. There are also 

diagrams and photographs that are 

essential elements of each investigation 

that are entered into the database. In 

prior OECD implementations, about 

2,000 data elements in total were 

recorded for each crash. 

Estimated Burden Hours for 

Information Collection 

Frequency: This is a one-time study. 

Respondents: This study will be based 

on all crashes occurring within the 

sampling area; however, this burden 

estimate is based on what we know 

about fatal crashes. The plan calls for 

data to be captured from up to 1200 

crashes with motorcycle involvement, 

and for all surviving crash-involved 

riders and drivers to be interviewed. 

Two control riders will be interviewed 

for each crash-involved motorcyclist, 

and one rider and one driver will be 

interviewed for each rider and motorist 

in multi-vehicle crashes. Passengers 

accompanying crash-involved riders 

and passenger-vehicle drivers will also 

be interviewed. The final crash sample 

size will depend on the rate at which 

crashes can be acquired in the selected 

site(s) and other matters related to 

logistics and the final budget. However, 

the study will acquire crashes on a 

sample size that exceeds the 

requirements of the OECD methodology, 

and will be of sufficient size to meet the 

goals of the study. 

The following table shows the 

sampling plan and estimated number of 

interviews assuming 1200 crashes are 

investigated. 

A maximum total number of crashes 

to be investigated is 1200. 

Crash Interviews: 

Single vehicle motorcycle crashes = ........................................................................................................................................................ 540 

Multi-vehicle (2-vehicle) motorcycle crashes (660*2) = ........................................................................................................................... 1320 

Passenger interviews motorcycle (.10*540 + .10*660) = ......................................................................................................................... 120 

Passenger interviews cars (.68*660) = .................................................................................................................................................... 449 

Total Crash Interviews (540 + 1320 + 120 + 449) = ........................................................................................................................ 2429 

Control interviews: 

Controls for single vehicle motorcycle crashes (2*540) = ....................................................................................................................... 1080 

Controls for multi-vehicle motorcycle crashes (1*660 + 1*660) = ........................................................................................................... 1320 

Passenger Interviews = ............................................................................................................................................................................ 0 

Total Control Interviews = ................................................................................................................................................................. 2400 

Grand Total Crash plus Control Interviews (2429 + 2400) = .................................................................................................... 4829 

Estimated Average Burden per 

Interviewee: Crash interviews are 

estimated to require about 25 minutes 

per individual interviewed. To the 

extent possible, crash interviews will be 

collected at the scene, although it is 

likely that some follow-ups will be 

needed to get completed interviews 

from crash involved individuals. 

Control individuals’ interviews will be 

completed in a single session and are 

also expected to require about 25 

minutes per individual. 

Estimated Total Annual Burden 

Hours: Burden hours estimates are 

based on the total of 2,429 crash 

interviews to be conducted at an average 


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Federal Register / Vol. 72, No. 37 / Monday, February 26, 2007 / Notices 8417 

length of 25 minutes each and 2,400 

control interviews to be conducted at an 

average length of 25 minutes each for a 

total one-time burden on the public of 

120,725 minutes or 2012 hours. It 

should be noted that this burden 

estimate is increased from the estimate 

appearing in the 60-day notice because 

a trial interview showed the need for 

more time to capture all of the OECD 

required elements. 

Electronic Access: Internet users may 

access all comments received by the 

U.S. DOT Dockets, Room PL–401, by 

using the universal resource locator 

(URL): http://dms.dot.gov, 24 hours 

each day, 365 days each year. Please 

follow the instructions online for more 

information and help. 

Authority: The Paperwork Reduction Act 

of 1995; 44 U.S.C. Chapter 35, as amended; 

and 49 CFR 1.48. 

Issued on: February 20, 2007. 

James R. Kabel, 

Chief, Management Programs and Analysis 

Division. 

[FR Doc. E7–3197 Filed 2–23–07; 8:45 am] 

BILLING CODE 4910–22–P 

DEPARTMENT OF TRANSPORTATION 

Federal Motor Carrier Safety 

Administration 

[Docket No. FMCSA–2007–26653] 

Qualification of Drivers; Exemption 

Applications; Vision 

AGENCY: Federal Motor Carrier Safety 

Administration (FMCSA), DOT. 

ACTION: Notice of applications for 

exemptions; request for comments. 

SUMMARY: FMCSA announces receipt of 

applications from 28 individuals for 

exemptions from the vision requirement 

in the Federal Motor Carrier Safety 

Regulations. If granted, the exemptions 

would enable these individuals to 

qualify as drivers of commercial motor 

vehicles (CMVs) in interstate commerce 

without meeting the Federal vision 

standard. 

DATES: Comments must be received on 

or before March 28, 2007. 

ADDRESSES: You may submit comments 

identified by Department of 

Transportation (DOT) Docket 

Management System (DMS) Docket 

Number FMCSA–2006–26653 using any 

of the following methods: 

• Web Site: http://dmses.dot.gov/ 

submit. Follow the instructions for 

submitting comments on the DOT 

electronic docket site. 

• Fax: 1–202–493–2251. 

• Mail: Docket Management Facility; 

U.S. Department of Transportation, 400 

Seventh Street, SW., Nassif Building, 

Room PL–401, Washington, DC 20590–

0001. 

• Hand Delivery: Room PL–401 on 

the plaza level of the Nassif Building, 

400 Seventh Street, SW., Washington, 

DC, between 9 a.m. and 5 p.m., Monday 

through Friday, except Federal holidays. 

• Federal eRulemaking Portal: Go to 

http://www.regulations.gov. Follow the 

online instructions for submitting 

comments. 

Instructions: All submissions must 

include the Agency name and docket 

number for this Notice. Note that all 

comments received will be posted 

without change to http://dms.dot.gov 

including any personal information 

provided. Please see the Privacy Act 

heading for further information. 

Docket: For access to the docket to 

read background documents or 

comments received, go to http:// 

dms.dot.gov at any time or Room PL–

401 on the plaza level of the Nassif 

Building, 400 Seventh Street, SW., 

Washington, DC, between 9 a.m. and 5 

p.m., Monday through Friday, except 

Federal holidays. The DMS is available 

24 hours each day, 365 days each year. 

If you want acknowledgment that we 

received your comments, please include 

a self-addressed, stamped envelope or 

postcard or print the acknowledgement 

page that appears after submitting 

comments on-line. 

Privacy Act: Anyone may search the 

electronic form of all comments 

received into any of our dockets by the 

name of the individual submitting the 

comment (or of the person signing the 

comment, if submitted on behalf of an 

association, business, labor union, etc.). 

You may review the DOT’s complete 

Privacy Act Statement in the Federal 

Register published on April 11, 2000 

(65 FR 19477; Apr. 11, 2000). This 

information is also available at http:// 

dms.dot.gov. 

FOR FURTHER INFORMATION CONTACT: Dr. 

Mary D. Gunnels, Chief, Physical 

Qualifications Division, (202) 366–4001, 

maggi.gunnels@dot.gov, FMCSA, 

Department of Transportation, 400 

Seventh Street, SW., Room 8301, 

Washington, DC 20590–0001. Office 

hours are from 8:30 a.m. to 5 p.m., 

Monday through Friday, except Federal 

holidays. 

SUPPLEMENTARY INFORMATION: 

Background 

Under 49 U.S.C. 31136(e) and 31315, 

FMCSA may grant an exemption for a 2- 

year period if it finds ‘‘such exemption 

would likely achieve a level of safety 

that is equivalent to, or greater than, the 

level that would be achieved absent 

such exemption.’’ FMCSA can renew 

exemptions at the end of each 2-year 

period. The 28 individuals listed in this 

notice each have requested an 

exemption from the vision requirement 

in 49 CFR 391.41(b)(10), which applies 

to drivers of CMVs in interstate 

commerce. Accordingly, the Agency 

will evaluate the qualifications of each 

applicant to determine whether granting 

the exemption will achieve the required 

level of safety mandated by statute. 

Qualifications of Applicants 

Michael W. Anderson 

Mr. Anderson, age 48, has loss of 

vision in his left eye due to a retinal 

detachment in 1998. The best corrected 

visual acuity in his right eye is 20/20 

and in the left, 20/400. Following an 

examination in 2006, his 

ophthalmologist noted, ‘‘In my opinion, 

Mr. Anderson’s vision is stable and is 

probably sufficient for driving tasks 

required to operate a commercial 

vehicle.’’ Mr. Anderson reported that he 

has driven straight trucks for 25 years, 

accumulating 715,000 miles. He holds a 

Class A Commercial Driver’s License 

(CDL) from New Mexico. His driving 

record for the last 3 years shows no 

crashes and no convictions for moving 

violations in a CMV. 

Manassah E. Baker 

Mr. Baker, 54, has a prosthetic right 

eye due to a traumatic injury sustained 

as a child. The visual acuity in his left 

eye is 20/20. Following an examination 

in 2006, his ophthalmologist noted, ‘‘In 

my medical opinion, he has sufficient 

vision to perform the driving tasks 

required to operate a commercial 

vehicle.’’ Mr. Baker reported that he has 

driven straight trucks for 2 years, 

accumulating 50,000 miles, and tractortrailer combinations for 20 years, 

accumulating 2.1 million miles. He 

holds a Class A CDL from Florida. His 

driving record for the last 3 years shows 

no crashes and no convictions for 

moving violations in a CMV. 

Thomas H. Barnhart, Jr. 

Mr. Barnhart, 59, has a corneal scar in 

his right eye due to a traumatic injury. 

The best corrected visual acuity in his 

right eye is 20/50 and in the left, 20/20. 

Following an examination in 2006, his 

optometrist noted, ‘‘Mr. Barnhart 

appears to have sufficient visual acuity 

and visual fields to operate a 

commercial vehicle.’’ Mr. Barnhart 

reported that he has driven straight 

trucks for 40 years, accumulating 4 

million miles, tractor-trailer 


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